Clutch guard with integrated torque control link

ABSTRACT

Embodiments include a clutch guard for a CVT in a vehicle, including a shield body, a torque control link section integrated with the shield body and including one or more engine mounting features for securing to an engine, and wherein the torque control link section includes a jackshaft aperture for receiving a jackshaft, and an output shaft clearance component, in contact with the output shaft, and wherein the torque control link portion secures a distance between the shafts.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of and priority to U.S. Provisional Application No. 63/310,951, filed Feb. 16, 2022, and U.S. Provisional Application No. 63/404,822, filed Sep. 8, 2022. A claim of priority is made to the aforementioned applications. The disclosures of the above applications are incorporated herein by reference in their entirety.

BACKGROUND

Snowmobiles are popular land vehicles used as transportation vehicles or as recreational vehicles in cold and snowy conditions. Generally, snowmobiles are available for various applications such as deep snow, high performance, luxury touring, and trail riding, for example. In general, a snowmobile has a chassis on or around which the various components of the snowmobile are assembled. Typical snowmobiles include one or more skis for steering, a seat, handlebars, and an endless track for propulsion mounted to a central chassis. The engine drives a ground-engaging endless track disposed in a longitudinally extending drive tunnel. The skis serve to facilitate steering as well as to provide flotation of the front of the snowmobile over the snow in which it is operated. A handlebar assembly, positioned forward of the seat, is operatively linked to the skis for steering the snowmobile. The skis may be pivoted to steer the snowmobile, for example, by turning the handlebars.

At least some snowmobile frames include a tunnel and a front chassis portion which retains the power train, and a front suspension that mounts skis to the frame. A driveshaft is typically mounted to the front chassis portion and includes drive sprockets for powering a belt. A transmission component, such as a chain case, belt drive case, or gear box is also typically provided to transfer power from an engine or CVT (continuously variable transmission) to the drive shaft. A typical snowmobile may include a drivetrain with a drive shaft and an upper jack shaft that drives the drive sprocket(s) through the chain case, belt drive case, or gear box. CVTs are also utilized for snow bikes, motorcycles, and all-terrain vehicles (ATVs). The CVT includes a belt that is often shielded from a user by a clutch guard or clutch shield. A torque control link can optionally be utilized to control a center distance between components in a CVT. A snowmobile may include a recoil housing and starting cord for starting the engine.

SUMMARY

Embodiments include a clutch guard for a CVT in a vehicle, including a shield body including one or more chassis mounting features for securing to a chassis, a torque control link section integrated with the shield body and including a plurality of engine mounting features for securing to an engine, and wherein the torque control link section includes a jackshaft aperture for receiving a jackshaft, and an output shaft clearance component, in contact with the output shaft, and wherein the torque control link portion secures a distance between the shafts.

Embodiments additionally include a snowmobile including a chassis and a tunnel, an engine and skis coupled to a frame, a drive clutch, a driven clutch, and an endless belt extending, a clutch guard secured to both the chassis and engine. The clutch guard includes a shield body, a torque control link section integrated with the shield body and including one or more engine mounting features and one or more chassis mounting features. The torque control link section includes a jackshaft aperture for receiving a jackshaft, and an output shaft clearance component, in proximity to the output shaft, and wherein the torque control link portion secures a distance between the shafts and therefore between the drive clutch and driven clutch.

Embodiments also describe a snowmobile including an engine including a rotatable output shaft mounted on a chassis, a continuously variable transmission including a jackshaft and a belt, an engine exhaust pipe, and a fiber reinforced polymer body. The body includes a torque control arm that is secured to the engine and receives the jackshaft to maintain a distance between the engine output shaft and the jackshaft; and a shield body that extends from the torque control arm and is positioned apart from the engine and the chassis, wherein the shield body at least partially houses the belt and flexibly supports the exhaust pipe.

Embodiments describe a snowmobile including a chassis including a first side and a second side, prime mover, a first body comprising a polymer matrix composite secured to the prime mover on the first side of the chassis, the first body comprising an engine mount connected to the chassis, and a second body comprising a polymer matrix composite secured to the engine on the second side of the chassis, the second body comprising an engine mount connected to the chassis. Optionally, the first body comprises a recoil housing. Optionally, the second body comprises a clutch guard, a torque control link, or a combination thereof. Optionally, the prime mover is an engine including a lower crankcase that includes a lower surface that defines a mounting surface that is positioned higher than at least a portion of the recoil housing.

Embodiments describe a snowmobile comprising a chassis, an engine, a body comprising a polymer matrix composite secured to the engine, the body including a recoil housing, an arm extending from the recoil housing and defining a chamber therein, and an engine mount housed in the chamber defined by the arm of the body. The engine mount is secured to the chassis or a component connected to the chassis. Optionally, the engine includes a lower crankcase that includes a lower surface that defines a mounting surface that is positioned above at least a portion of the recoil housing.

Embodiments describe a snowmobile comprising a frame including a longitudinal centerline, an engine including a crankcase mounted to the frame with a crankshaft axis of rotation positioned perpendicular to the longitudinal centerline, the crankcase including a cast lower surface comprising a first structural wall extending substantially perpendicular to the longitudinal centerline, a second structural wall extending substantially perpendicular to the longitudinal centerline, a panel extending between the first and the second structural walls and defining a curved surface, a mounting surface extending from the first structural wall and across at least a portion of the panel, and an engine mount connected to the frame comprising a housing and a damper, the housing is secured to the mounting surface with a first fastener that extends into the first structural wall to position the damper opposite the panel, wherein the engine mount is positioned below the engine.

Embodiments describe a snowmobile comprising a frame, an engine including a crankcase mounted to the frame, the crankcase including a cast lower surface comprising, a first structural wall, a second structural wall extending parallel to the first structural wall, a panel extending between the first and the second structural walls and defining a curved surface, a mounting surface extending from the first structural wall and across at least a portion of the panel, and an engine mount secured to the frame comprising a housing and a damper, the housing is secured to the mounting surface to position the damper opposite the panel, wherein the engine mount is positioned between the lower surface of the crankcase and the frame, and wherein at least a portion of the engine crankcase extends below the mounting surface. Optionally, an end of the lower surface of the crankcase defines a magneto housing that is positioned outboard of the panel, wherein the magneto housing defines a recess, and wherein the mounting surface extends across the panel and into the recess defined by the magneto housing.

Embodiments describe a snowmobile comprising a frame including a longitudinal centerline, an engine including a crankcase mounted to the frame with a crankshaft axis of rotation positioned perpendicular to the longitudinal centerline, the crankcase including a cast lower surface comprising, a first structural wall extending substantially perpendicular to the longitudinal centerline, a second structural wall extending substantially perpendicular to the longitudinal centerline, a panel extending between the first and the second structural walls and defining a curved surface comprising a lower apex, a rearward facing curved portion positioned rearward of the lower apex, and a forward facing curved portion positioned forward of the lower apex, a mounting surface extending the first structural wall and across at least a portion of the panel; and an engine mount secured to the frame comprising a housing and a damper, the housing is secured to the mounting surface to position the damper opposite the forward facing curved portion of the panel, and wherein at least a portion of the engine crankcase extends below the mounting surface.

Embodiments describe a method for die casting a lower crank case housing for a snowmobile engine, said method comprising, providing a die cast mold including a first mold half and a second mold half each including a cavity that combine to provide a mold cavity, wherein the mold cavity is shaped to form the lower crank case housing, and the first mold half is shaped to form a mounting surface on a lower surface of an exterior of the lower crank case housing, providing a molten metal or metal alloy to the mold cavity after the first mold half and the second mold half are combined, solidifying the lower crank case housing; and moving the first mold half away from the second mold half in a direction substantially perpendicular to the mounting surface on the lower surface of the exterior of the lower crank case housing to remove the lower crank case housing from the die cast mold. The method optionally includes securing and engine mount to the mounting surface and a snowmobile chassis. Optionally, the engine is a 2-stroke engine.

Embodiments describe a snowmobile comprising a frame including a longitudinal centerline, an engine including a crankcase mounted to the frame with a crankshaft axis of rotation positioned perpendicular to the longitudinal centerline. The crankcase includes a cast lower surface comprising a first structural wall extending substantially perpendicular to the longitudinal centerline, a second structural wall extending substantially perpendicular to the longitudinal centerline, a panel extending between the first structural wall and the second structural wall, the panel defining a curved surface, and a mounting surface extending from the first structural wall and across at least a portion of the panel. The snowmobile further includes an engine mount connected to the frame comprising a housing and a damper, the housing is secured to the mounting surface with a first fastener that extends into the first structural wall to position the damper opposite the panel, wherein the engine mount is positioned below the engine.

BRIEF DESCRIPTION OF DRAWINGS

This written disclosure describes illustrative embodiments that are non-limiting and non-exhaustive. Reference is made to illustrative embodiments that are depicted in the figures, in which:

FIG. 1A illustrates a perspective view 100 of a snowmobile with partial shroud, according to some embodiments of this disclosure.

FIG. 1B illustrates a perspective view 150 of a snowmobile with partial shroud, according to some embodiments of this disclosure.

FIG. 2A illustrates a perspective view 200 of a snowmobile with exhaust system, according to some embodiments of this disclosure.

FIG. 2B illustrates a perspective view 250 of a snowmobile with exhaust system, according to some embodiments of this disclosure.

FIG. 2C illustrates a perspective view 260 of a snowmobile with exhaust system, according to some embodiments of this disclosure.

FIG. 2D illustrates a perspective view 270 of a snowmobile with exhaust system, according to some embodiments of this disclosure.

FIG. 3A illustrates an exploded and view 300 of a clutch guard with integrated torque control link, according to some embodiments of this disclosure.

FIG. 3B illustrates a perspective view 350 of a clutch guard with integrated torque control link, according to some embodiments of this disclosure.

FIG. 4 illustrates a perspective view 400 of a clutch guard with integrated torque control link and jackshaft, according to some embodiments of this disclosure.

FIG. 5 illustrates a cross-sectional view 500 of an engine mounting with compression limiter, according to some embodiments of this disclosure.

FIG. 6A illustrates a perspective view 600 of a clutch guard with integrated torque control link showing optional support components, according to some embodiments.

FIG. 6B illustrates a perspective view 600 of a clutch guard with integrated torque control link showing optional support components, according to some embodiments.

FIG. 6C illustrates a perspective view 600 of a clutch guard with integrated torque control link showing optional support components, according to some embodiments.

FIG. 6D illustrates a perspective view 600 of a clutch guard with integrated torque control link showing optional support components, according to some embodiments.

FIG. 6E illustrates a perspective view 600 of a clutch guard with integrated torque control link showing optional support components, according to some embodiments.

FIG. 7A illustrates a perspective view 700 of a clutch guard with integrated torque control link showing a clutch access section, according to some embodiments.

FIG. 7B illustrates a perspective view 700 of a clutch guard with integrated torque control link showing a clutch access section, according to some embodiments.

FIG. 7C illustrates a perspective view 700 of a clutch guard with integrated torque control link showing a clutch access section, according to some embodiments.

FIG. 7D illustrates a perspective view 700 of a clutch guard with integrated torque control link showing a clutch access section, according to some embodiments.

FIG. 7E illustrates a perspective view 700 of a clutch guard with integrated torque control link showing a clutch access section, according to some embodiments.

FIG. 7F illustrates a perspective view 700 of a clutch guard with integrated torque control link showing a clutch access section, according to some embodiments.

FIG. 7G illustrates a perspective view 700 of a clutch guard with integrated torque control link showing a clutch access section, according to some embodiments.

FIG. 7H illustrates a perspective view 700 of a clutch guard with integrated torque control link showing a clutch access section, according to some embodiments

FIG. 8 illustrates a perspective view of engine 800, according to some embodiments.

FIG. 9A illustrates a perspective view of engine 800 with engine mount assemblies, according to some embodiments.

FIG. 9B illustrates a cross sectional side view of the engine mount assembly of FIG. 9A, according to some embodiments.

FIG. 9C illustrates a perspective view of a lower half of a crankcase for the engine 800 with cast mounting surfaces, according to some embodiments.

FIG. 9D illustrates a perspective view of engine 800 with engine mount assemblies secured to the cast mounting surfaces, according to some embodiments.

FIG. 9E illustrates a perspective view of engine 800 with engine mount assemblies secured to the cast mounting surfaces, according to some embodiments.

FIG. 9F illustrates a perspective view of engine 800 with engine mount assemblies secured to the cast mounting surfaces, according to some embodiments.

FIG. 9G illustrates a portion of the view of FIG. 9E enlarged for magnification purposes, according to some embodiments.

FIG. 9H shows a diagrammatic illustration of a die casting of the lower crankcase, according to some embodiments.

FIG. 9I shows a diagrammatic illustration of a die casting of the lower crankcase, according to some embodiments.

FIG. 10 illustrates a perspective view of engine 800 with integrated torque control link, recoil housing, and cast mounting surfaces, according to some embodiments.

FIG. 11A illustrates a side view of engine 800 with integrated torque control link, recoil housing, and cast mounting surfaces, according to some embodiments.

FIG. 11B illustrates a bottom view of engine 800 with integrated torque control link, recoil housing, and cast mounting surfaces, according to some embodiments.

FIG. 12 illustrates a perspective view of engine 800 with integrated torque control link, recoil housing, and cast mounting surfaces, positioned on a forward frame of a snowmobile according to some embodiments.

FIG. 13 illustrates a perspective view of engine 800 with recoil housing, according to some embodiments.

FIG. 14 illustrates a perspective view of engine 800 with recoil housing, according to some embodiments.

FIG. 15 illustrates an exploded view of engine 800 with recoil housing, clutch guard, and cast mounting surfaces according to some embodiments.

FIG. 16 illustrates a perspective view of recoil housing 950 positioned near the forward frame of a snowmobile, according to some embodiments.

FIG. 17 illustrates a perspective view of recoil housing 950 positioned near the forward frame of a snowmobile, according to some embodiments.

FIG. 18 illustrates a perspective view of recoil housing 950 positioned near the forward frame of a snowmobile, according to some embodiments.

FIG. 19 illustrates a side-view of recoil housing 950, according to some embodiments.

FIG. 20 illustrates a side-view of an interior surface of the recoil housing 950, according to some embodiments.

FIG. 21A illustrates a side-view of an exterior surface of the recoil housing 950, according to some embodiments.

FIG. 21B illustrates a side-view of an interior surface of the recoil housing 950, according to some embodiments.

FIG. 22A illustrates a perspective view of an interior surface of the recoil housing 950, according to some embodiments.

FIG. 22B illustrates a perspective view of an exterior surface of the recoil housing 950, according to some embodiments.

FIG. 23A illustrates an isometric view of a liner assembly 760, according to some embodiments.

FIG. 23B illustrates a side view of a liner assembly 760, according to some embodiments.

FIG. 23C illustrates a front view of a liner assembly 760, according to some embodiments.

FIG. 23D illustrates a top view of a liner assembly 760, according to some embodiments.

FIG. 24 illustrates an isometric view of a liner assembly 760 secured to the clutch guard 120 and a snowmobile frame, according to some embodiments.

DETAILED DESCRIPTION

Embodiments of the present disclosure describe one or more components that may be operably connected to an engine or motor. Illustrative examples include one or more of a recoil housing, a clutch guard, an integrated engine mount, and motor or engine assemblies including one or more thereof. The recoil housing and the clutch guard may both comprise a composite material and may be secured on opposite sides of an engine positioned therebetween and cast engine mounts may be provided for securing the engine to the vehicle chassis. The recoil housing may include one or more of an integrated arm, housing portion, and mounting portion. The recoil housing can include a pathway for a starting cord and may be in contact with an engine. By integrating a recoil housing with an arm, housing portion, and mounting portion into a single component, a reduction of parts, a decrease in manufacturing cost, and a decrease in vibrational stress may be accomplished.

Referring to FIG. 1 , a perspective view 100 of a snowmobile is shown, according to some embodiments. A chassis or frame 104 supports an engine 122, drive or power train 204 (see FIG. 2A), a drive track 106, handlebars 102 and skis 112. An illustrative example of the chassis 104 that may be used is shown in U.S. Provisional Application No. 63/344,165, filed on May 20, 2022, the contents of which are incorporated herein by reference in their entirety. A shroud 110 (partially shown in FIG. 1A) or fairing in contact with the chassis 104 covers and protects various components of the vehicle. A seat 108 is positioned rearward of the handlebars 102. A clutch guard with integrated torque control link 120 is shown, in contact with both the engine 122 and chassis 104.

FIG. 1B shows a partial perspective view 150 of a snowmobile including a clutch guard with integrated TCL 120. The clutch guard 120 includes a shield body 124 (shield body portion or section) and integrated torque control link section 126 (or portion). The link section 126 includes one or more engine mounting features 132, one or more chassis mounting features 130, and jackshaft aperture 128. An output shaft clearance component 136 of the link section 126 is in proximity to an output shaft 134. The clearance component 136 may be shaped to provide clearance for the output shaft, for example. The shape may be triangular, circular, or custom shaped to provide for the operation of the output shaft without interference. The shield body 124 extends from the link section 126 to shield a rider or user from the moving parts of the drive train 204 (see FIG. 2A), including a moving belt. The shield body 124 includes an inboard side 164 (see FIG. 3A for example) and an outboard side 162, and a lip 160 extending from the outboard side 162 that with the outboard side partially houses the moving belt. In one embodiment, the engine power take off (PTO) could extend through the shield body 124. The shield body 124 encompasses an upper portion of the clutch guard 120 (in relation to the ground). Integrated with the shield body 124 is the link section 126, which generally includes the lower portion (in relation to the ground) of the clutch guard 120. The link section 126 maintains a stable center to center distance between clutches 206, 208 (see FIG. 2B), by locking in the position of the jackshaft (not shown) in the jackshaft aperture 128 and the output shaft 134 with the output shaft positioning feature 136. By securing this distance between clutches, belt tension is more consistently maintained and vibration and rocking is reduced. The link section 126 can include structural features 140, such as ribbing. The link section 126 can also include areas of recess or cutouts 142 to reduce the weight or size of the overall clutch guard 120. In at least some embodiments, for example where the clutch guard 120 is formed from a composite material, ribs are oriented to facilitate flow of material into a mold and/or align fibers to provide stiffness.

FIGS. 2A-D further include an exhaust system 202 (see views 200, 250, 260, 270). The exhaust system 202 is in contact with engine 122 and can be positioned to contact the clutch guard 120. The engine 122 is shown in contact with a drive train 204. The drive train 204 includes a continuously variable transmission (CVT), for transferring power from the engine 122 to the drive track 106. An engine 122 converts chemical energy to mechanical energy via a rotating input shaft in contact with a transmission or drive train 204, such as a CVT. The CVT includes a rotatable drive (or primary) clutch 206 connected to the output shaft from the engine 122. The CVT also includes a rotatable driven (or secondary) clutch 208 connected to an output shaft or jackshaft 210, the driven clutch 206 having a laterally stationary sheave and a laterally movable sheave that is normally biased toward the stationary sheave. An endless flexible drive belt (not shown) is disposed about the drive 206 and driven clutches 208. Typically, the CVT transmission is connected to the output shaft of the vehicle's engine, the transmission providing continuously variable gear reduction from the relatively higher rotation speed of the engine to the relatively lower rotation speed of the vehicle drive axle. A CVT may be used in conjunction with an additional gear box/transmission (not shown), if desired. For example, it may be desirable to provide a gear box to permit the driver to shift between forward and reverse gears. In such cases, a neutral position may also be provided, along with, e.g., an optional low gear for extra power at low speeds. Typically, such a gear box is connected to the jackshaft 210 of the CVT, the gear box in turn having a driveshaft connected by suitable linkages (sprockets, for example) to the drive track 106.

The endless, flexible, generally V-shaped drive belt is disposed about the clutches 206, 208. Each of the clutches has a pair of complementary sheaves, one of the sheaves being laterally movable with respect to the other. The effective gear ratio of the transmission is determined by the positions of the movable sheaves in each of the clutches. The secondary driven clutch 208 has its sheaves normally biased together (e.g., by a compression spring working in combination with a helix-type cam, as described below), so that when the engine is at idle speeds the drive belt rides near the outer perimeter of the driven clutch sheaves.

The spacing of the sheaves in the primary drive clutch 206 usually is controlled by centrifugal flyweights (such as a cam arm). As the drive clutch 206 rotates faster (in response to increased engine rpm) the flyweights urge the movable sheave toward the stationary sheave. This pinches the drive belt, causing the belt to begin rotating with the drive clutch 206, the belt in turn causing the driven clutch 208 to begin to rotate. Further movement of the drive clutch's 206 movable sheave toward the stationary sheave forces the belt to climb outwardly on the drive clutch sheaves, increasing the effective diameter of the drive belt path around the drive clutch 206. Thus, the spacing of the sheaves in the drive clutch 206 changes based on engine rpm. The clutch therefore can be said to be speed sensitive.

As the sheaves of the drive clutch 206 pinch the drive belt and force the belt to climb outwardly on the drive clutch sheaves, the belt (not being stretchable) is pulled inwardly between the sheaves of the driven clutch 208, decreasing the effective diameter of the drive belt path around the driven clutch 208. This movement of the belt inwardly and outwardly on the drive 206 and driven clutches 208 smoothly changes the effective gear ratio of the transmission in infinitely variable increments.

Referring to FIGS. 3A-B, exploded and perspective views 300, 350 of a clutch guard with integrated torque control link are shown, according to some embodiments of this disclosure. The clutch guard with integrated torque control link 120 can include an exhaust attachment feature 302 positioned on the shield body 124. The exhaust attachment feature 302 can be integrated into the shield body 124 during manufacture or can be subsequently attached. In a non-limiting example, the integrated torque control link 120 with the exhaust attachment feature 302 is a single injection-molded component. The feature 302 can include a standoff, bracket, hanger, brace, groove, channel, pedestal or any geometric feature that supports and effectively mates with an exhaust system 202 component, such as a pipe or tube. The exhaust system 202 can attach to or contact the feature 302 via one or more springs, for example. In an illustrative example as shown in FIG. 2B, the shield body 124 extends outward from the link section 126 and is spaced apart from the engine 122 and the chassis 104 without being directly secured to either. The feature 302 extends outward from the lip 160 and the inboard side 164 of the shield body 124 and defines a recess 320 that conforms to the shape of the outer surface of the exhaust system 202 for receiving and supporting the exhaust system 202. The absence of rigid fixtures on the shield body 124 or the feature 302 provides a flexible support for the exhaust system 202 allowing the exhaust system 202 to move with the engine 122. By coupling or securing the exhaust 202 to the integrated TCL 120, allows the parts to move together with the vibrations caused by the engine or movement imparted by use. This reduces the wear between rigid and fixed components and also allows for a more comfortable user experience in reducing these vibrations.

The shield body 124 can further include one more accessory attachment features 304. The features 304 can be integrated into the body 124 or subsequently attached. Such accessory attachment features 304 can include tapered bores, tabs, brackets, recesses, grooves, apertures, or any geometric shape adapted to attach an accessory to the body 124. Examples of accessories include electrical or fluid components. In FIG. 3A, an example accessory includes ignition coils 314 secured with fasteners 312 through an accessory recess 316 to the accessory attachment features 304 defined on the inboard side 164. The fasteners 312 can be self-tapping screws, for example. In a non-limiting example, the integrated torque control link 120 with the accessory attachment features 304 is a single injection-molded component. In some embodiments, the accessory attachment features 304 may define a first arm extending outward from an inboard end of a lip 160 and a second arm extending outward from an outboard end of the lip 160 to define an accessory retention feature therebetween.

The link section 126 of the clutch guard 120 includes a jackshaft aperture 128. The aperture 128 can support a bearing 310 in which a jackshaft 210 passes through and is supported. The torque control link section 126 holds the position between the jackshaft 210 and output shaft 134. The output shaft positioning feature 136 is adjacent the output shaft 134 and can be U-shaped, V-shaped, an aperture, or any geometric shape to securely hold the output shaft 134 in position (in relation to the jackshaft 210). The feature 136 may abut or include features that abut or are adjacent to shaft 134, such as a bearing, for example.

The link section 126 of the clutch guard with integrated torque control link 120 is mounted both on the chassis 104 at chassis mounting feature 130 and engine 122 at the engine mounting features 132. The chassis mounting feature 130 supports a dampening component 308, such as a rubber or polymeric insert for example. The rubber can be 60 durometer, shore A for example. By way of example, the polymeric insert can have a shore A hardness between 40 and 80. The dampening component 308 reduces vibration and provides a mechanism to absorb movement and prevent stress on both the chassis 104 and clutch guard 120. The link section 126 of the clutch guard 120 is mounted to the engine 122 at the plurality of engine mounting features 132. In this example, three engine mounting features 132 are utilized and are attached at the head pipe of the engine 122. The engine mounting features 132 can be apertures to support fasteners, for example. Additionally, the features 132 can support compression limiters 306.

The clutch guard with integrated torque control link 120 can be manufactured as single piece or one-piece construction. The clutch guard with integrated torque control link 120 can be manufactured of a single material, such as a polymer, a composite, or of metal. In an illustrative example, the clutch guard with integrated torque control link 120 comprises a polymer matrix composite. In some embodiments, a polymer composite includes polymeric material including, but not limited to, Nylon 6/6, Polyetheretherketone (PEEK), Polypropylene (PP), or Polyphthalamide (PPA) as a matrix material with glass, carbon, or ratio of both carbon and fiber material for fiber fill varying in percent volume from 10%-50%, optionally from 40%-60%, and in some embodiments, from 45%-55%. For example, the clutch guard 120 can be manufactured of a molded composite material, such as a glass filled long-fiber material. Portions of the clutch guard 120 can have differing thickness to optimize stiffness and weight. For example, the link section 126 may include more thickness and structural support ribbing as opposed to the shield portion 124 in order meet stiffness requirements due to engine thrust. In a non-limiting example, the clutch guard with integrated torque control link 120 is injection molded. In another illustrative example, the clutch guard with integrated torque control link 120 is formed by additive manufacturing. The shield portion 124 and the link section 126 may be comprised of the same, or different materials. In a non-limiting example, the link section 126 comprises a higher fiber loading amount or weight percent than the shield portion 124 to tailor the properties of each section.

Referring to FIG. 4 , a perspective view 400 of a clutch guard with integrated torque control link 120 and jackshaft 210 is shown, according to some embodiments of this disclosure. In this view, the exhaust attachment feature 302 further includes a heat shielding component 402. The component 402 can be silicone pad for preventing some portion of heat from the exhaust system 202 from transferring fully to the shield body 124. The heat shielding component 402 can be integrated into the body, such as heat sink, or subsequently attached, such as the silicone pad shown. The component 402 can be positioned across 25% of the contact surface area between exhaust 202 and component 302, about 50% across, about 75% across, or about 100% across the contact area, for example. In some embodiments, the heat shielding component 402 (e.g., pad such as a silicone pad) is between 0.25″ in thickness to 2″ in thickness. In some embodiments, the heat shielding component 402 is uniform in thickness, while in other embodiments the thickness varies. In some embodiments, the heat shielding component 402 is formed from a high temperature silicone with an adhesive backing to adhere to the clutch guard.

FIG. 5 illustrates a cross-sectional view 500 of an engine mounting with compression limiter 306, according to some embodiments of this disclosure. Compression limiters 306 can include bushings to limit stress between the fasteners and torque control link section 126. The compression limiter 306 can be overmolded into the torque control link section 126. The limiter 306 can be a brass bushing for example. The limiters 306 can include grooves 502 such that the overmolding process creates a tighter fit via mechanical interlock and the limiter 306 supports higher torque for a longer period of time.

Referring to FIGS. 6A-6E, a perspective and cross-sectional views 600 of a clutch guard with integrated torque control link 120 are shown, according to some embodiments. Optional support components 602 provide securement and storage for a spare drive belt. In a non-limiting example, the integrated torque control link 120 with the support components 602 is a single injection-molded component. As shown in FIG. 6A, the support components may included one or more arms positioned along the inboard and outboard ends of an upper or exterior side of the lip 160. The arms may include projections at the end extending therefrom the retain any components, such as a spare drive belt, therebetween along the exterior surface of the lip 160. Although shown as having two arms positioned along the outboard end of the lip 160 and one arm positioned along the inboard end of the lip 160 (between the outboard arms along the length of the lip 160), the present disclosure is not limited to such configurations and number of arms. In another embodiment, support components 602 may provide for securement and storage of a belt changing tool 704 (see FIGS. 7A-H). In an illustrative example, the component 602 may include a first portion extending from the exterior or upper surface of the lip 160 that defines an aperture for receiving an end of the tool 704 therein. The tool 704 may then be rotated to a second portion of the component 602 that comprises three or more projections extending from the upper or exterior surface of the lip 160 that are offset from each other and can apply a biasing force to the tool 704 when it is rotated and inserted therebetween to retain the tool 704 on the lip.

Referring to FIGS. 7A-7H, perspective views 700 of a clutch guard with integrated torque control link showing a clutch access section are shown. The shield portion 124 may include removal sections, such as removed section 702 for ease of access to vehicle components, such as the clutch components. Strap 706 can be used to secure the exhaust components 202 to the shield 124. The strap 706 can be manufactured of silicone, for example, or any material that has the flexibility to stretch over an exhaust pipe and still withstand the heat and friction of being in contact with the pipe. In some embodiments, a spring retention feature (not shown) may be used to secure the exhaust components 202 to the shield 214. As illustrated in FIG. 7E, the frame 104 may include a frame mount feature 750 configured to secure a liner assembly (e.g., a liner assembly 760 as illustrated in FIGS. 23A-23D).

FIG. 8 illustrates a perspective view of engine 800, that may be a 2-stroke engine according to some embodiments. FIGS. 9A-F illustrate perspective views of engine 800 with engine mount assemblies 902 and cast engine mounting surfaces 904 that are integral with the lower exterior surface of the lower crankcase of the engine 800 to lower the center of gravity of the vehicle, according to some embodiments. It is to be appreciated that even though the mounting surface 904 may be machined or treated to provide a smooth surface for securing an engine mount assembly 902 thereto, the mounting surface 902 is still considered to be “cast” as defined by this disclosure. The engine 800 may comprise an upper crankcase and a lower crankcase, and the engine mounting surfaces 904 are included on the lower crankcase. As best shown in FIG. 9C, the underside of the engine crankcase is provided with one or more cast bulkheads 910 that extend across the width of the crankcase, optionally one or more bulkheads 911 that extend across the length of the crankcase, and one or more cast structural walls 912, 914. A first structural wall 912 is provided that extends substantially perpendicular to the longitudinal centerline of the snowmobile. A second structural wall 914 may extend substantially perpendicular to the longitudinal centerline of the snowmobile. A panel 917 extends between the first and the second structural walls 912, 914 and defines a curved surface. In a non-limiting example, the panel 917 may be a non-structural wall or skin. The mounting surfaces 904 extend from the first structural wall 912 and across at least a portion of the panel 917. The engine mount assembly 902 comprises a housing 920 and a damper 922. The housing 920 is secured to the mounting surface 904 with one or more fasteners 925 that extend into one or more apertures 926 in the mounting surface 904 to position the damper 922 opposite one or more of the panel 917, the bulkhead 910, and the magneto housing 928. A threaded portion 927 of the damper 922 may extend through a portion of the chassis and be secured thereto with a removable fastener, such as a nut 930. As best shown in FIG. 9F, the engine mount assembly comprises a crankshaft axis of rotation 929.

At least one of the fasteners 925 used to secure the housing 920 to the mounting surface 904 may extend into an aperture 926 that extends into or adjacent the first structural wall 912. One or more of the bulkheads 910 may extend between the first and the second structural walls 912, 914 in a direction that may be parallel or substantially parallel to the longitudinal centerline of the snowmobile. The housing 920 may be secured to the mounting surface 904 with a fastener 925 that extends into one of the bulkheads 910.

In an illustrative example, the mounting surface 904 may be a planar surface on the end of a wall 930 that extends outward from the panel 917 and along the panel 917 from the first structural wall 912 to the bulkhead 910. The wall 930 may at least partially define an oblong perimeter about a portion of the panel 917. It is to be understood, however, that the perimeter and the mounting surface 904 is not limited to such shapes. The portion of panel 917 positioned inside the perimeter may be positioned opposite the damper 922 when the engine mount assembly 902 is secured to the mounting surface 904. In a non-limiting example as shown in FIGS. 9C and 11B, at least a portion of the engine mount assembly 902 and at least a portion of the mounting surface 904 extends into an outboard region of the crankcase that may define a magneto housing 928. At least a portion of the magneto housing 928 may extend below the mounting surface 904 when, for example, the engine 800 is secured to the snowmobile. Although referred to as a magneto housing 928 it is to be understood that the magneto housing is not limited to housing a magneto, and may house one or more components including, but not limited to, a magneto, an alternating current generator, a recoil starter, ignition timing sensors, and combinations thereof.

In an illustrative example, the first structural wall 912 is positioned forward of the second structural wall 914 along the longitudinal centerline of the snowmobile. One of the fasteners 925 may be positioned a first distance from the longitudinal centerline, and a second fastener 925 may be positioned a second distance from the longitudinal centerline that is different than the first distance. The second fastener 925 may be positioned between the first structural wall 912 and the second structural wall 914. Accordingly, the fasteners 925 are positioned away from a lower apex 931 of the curved surface (in this case the lowest point of the panel 917 when positioned on the vehicle), thereby offsetting the damper 922 from the apex 931 and allowing the apex 931 to be positioned closer to the lowest part of the chassis, thereby lowering the center of gravity of the vehicle. The apex 931 may be positioned midway between the first and the second structural walls 912, 914, and may be defined by a bulkhead 911.

Optionally, at least a portion of the engine crankcase extends below one or all of the mounting surfaces 904 when the engine is positioned on the vehicle. Optionally, the mounting surface 904 is positioned below an outboard side of the crankcase, such as a magneto housing 928. Optionally, the mounting surface 904 is positioned below a water pump housing of the crankcase, such as the one shown adjacent the structural wall 914. Optionally, the mounting surface is positioned below a rearward side of the crankcase. In an illustrative example, at least a portion of the recoil housing 950 extends below one or all of the mounting surfaces 904 when the engine is positioned on the vehicle. In a non-limiting example as shown in FIG. 9G, the lowest portion 932 of the lower crankcase is positioned a distance D1 below the mounting surface 904 or the mounting face of the housing 920, and optionally the lowest portion 932 is positioned a distance D2 below the damper 922, and optionally below all but the threaded portion of 927 on engine mount assembly 902.

In an illustrative example, the housing 920 of the engine mount assembly 902 is directly secured to the mounting surface 904.

In a non-limiting method, the lower half of the engine crankcase as described above may be formed by die casting, and optionally by high pressure die casting. The lower half of the engine crankcase may be comprised of a metal or a metal alloy, including, but not limited to, aluminum and aluminum alloys. FIGS. 9H-9I show a diagrammatic illustration of a die casting of the lower crankcase. A method for die casting the lower crankcase for a snowmobile engine may include providing a die cast mold including a first mold half 1000 and a second mold half 1100 each including a cavity that combine to provide a mold cavity, wherein the mold cavity is shaped to form the lower crankcase, and the first mold half is shaped to form a mounting surface on a lower surface of an exterior of the lower crankcase, providing a molten metal or metal alloy to the mold cavity after the first mold half and the second mold half are combined, solidifying the lower crankcase; and moving the first mold half away from the second mold half in a direction perpendicular to, or substantially perpendicular to, the mounting surface on the lower surface of the exterior of the lower crankcase to remove the lower crankcase from the die cast mold. In a non-limiting example, the direction is within ±5° of perpendicular, and optionally within ±3° of perpendicular. Optionally, the first mold half is moved away from the second mold half in a direction that is parallel to, or substantially parallel to, the walls 930 extending from the lower surface of an exterior of the lower crankcase that define the mounting surface 904. In a non-limiting example, the direction is within ±5° of parallel, and optionally within ±3° of parallel. The method optionally includes securing an engine mount to the mounting surface 904 and a snowmobile chassis. Optionally, the engine is a 2-stroke engine. Optionally, the first mold half is an upper mold half, and the second mold half is a lower mold half.

FIGS. 10, 11A, 11B and 12 illustrate views of engine 800 with integrated torque control link 120, recoil housing 950, and engine mount assemblies 902, according to some embodiments.

In a non-limiting example, one or more of the engine 800, integrated torque control link 120, recoil housing 950, engine mount assembly 902, and frame 104 may be configured to lower the center of gravity of the snowmobile, centralize mass of the snowmobile, and reduce weight. Integration of one or more of these features may reduce part count and, in some cases, heavier components. Integration of one or more of these features may allow for the repositioning of components, and more efficient packaging within the vehicle frame to centralize the mass of the snowmobile to improve ergonomics and handling, thereby providing a more rider-focused design.

The recoil housing 950 may include a composite material including structural composite with a polymer matrix and a reinforcement including, but not limited to, one or more types of fibers. Recoil housing 950 may include a fiber reinforced polymer matrix with fiber fill varying in percent volume from 10%-50%, optionally from 40%-60%, and in some embodiments, from 45%-55%. In a non-limiting example, the fibers may be a glass fiber. Without being limited to any theory, the use of a long fiber may improve vibration dampening characteristics over a conventional die cast aluminum or other metal recoil housing. In the illustrative example shown in FIG. 10 , the recoil housing 950 may include an arm 952 extending therefrom towards an end with a dampening component 954 positioned therein. The arm 952, and optionally the dampening component 954, may extend along the same plane as the recoil housing 950, or may be offset to an inboard or outboard side thereof along the vehicle. In any event, shifting the dampening component 954 to outboard of the engine 800 or motor provides flexibility in mounting options and allows for the dampening component 954 to be positioned outboard of the engine 800 or motor. The dampening component 954 may secured to another mount 938 extending from the frame 104, from the heat exchanger 939 positioned forward of the tunnel, or any component of the heat exchanger assembly including the end cap 960, or may extend from a part of the chassis or the tunnel. The mount 938 may be positioned rearward from the crankcase of the engine 800. In an illustrative example, the dampening component 954 is secured to the heat exchanger end cap 960 with a removable fastener. In one example, dampening component 954 may be in contact with a belt case and any portion of heat exchanger 939. In another example, dampening component 954 is substantially between a belt case and a portion of heat exchanger 939. Although the dampening component 954 is shown in FIG. 12 as being positioned inboard of the portion of the vehicle (heat exchanger end cap 960) that it is secured to, it is to be understood that the dampening component 954 may be positioned outboard of the portion of the vehicle that it is secured to.

FIGS. 13-14 illustrate perspective views of engine 800 with recoil housing 950 and dampening component 954, according to some embodiments. FIGS. 13-14 illustrate a recoil housing 950 with arm 952, housing portion 962, and mounting portion 964. Recoil housing 950 may be in contact with engine 800, and in some embodiments, the housing portion 962 may be configured to at least partially house the crankcase of the engine 800. Arm 952 may be integrated with housing portion 962 and mounting portion 964. As an option, the arm 952, dampening component 954, and mounting portion 964 may extend along the same plane as housing portion 962 or may be offset to an inboard or outboard side thereof along the vehicle. As shown in FIG. 11B, the arm 952 may include at least a portion thereof positioned outboard of the housing portion 962.

Optionally, dampening component 954 may be integrated with mounting portion 964. Mounting portion 964 may be in contact with dampening component 954. Further, mounting portion 964 is shaped to receive, and optionally may substantially surround, dampening component 954. The dampening component 954 may be secured to the frame 104, mounting portion 964, the heat exchanger 939 or any component of the heat exchanger assembly including the end cap 960, or tunnel. In an illustrative example, the dampening component 954 is secured to the heat exchanger end cap 960 with a removable fastener. Dampening component 954 may be the same or different materials as dampening component 308. Dampening component 954 may have at least one similar material to dampening component 308. In one example, dampening component 954 may be rubber and steel. In another example, dampening component 954 is substantially rubber. In one non-limiting example, dampening component 954 may be a steel ring with overmolded rubber. Dampening component 954 may have the same or similar shape and structure as dampening component 308. The recoil housing 950 may be manufactured as single piece or one-piece construction. Recoil housing 950 as a single piece or one-piece construction may decrease weight, simplify manufacturing and assembly, and reduce parts.

FIG. 15 illustrates an exploded view of engine 800 with clutch guard 120, engine mount assemblies 902, recoil housing 950, dampening component 954, fastening component 966, and engine fastening feature 972, according to some embodiments. Recoil housing 950 may include arm 952, dampening component 954, housing portion 962, and mounting portion 964. Any portion of recoil housing 950 may be in contact with engine 800. Recoil housing 950 may be substantially secured to engine 800 with housing portion 962. For example, housing portion 962 may be the only portion of recoil housing 950 in contact with engine 800. Further, any portion of clutch guard 120 may be in contact with engine 800. Recoil housing 950 and clutch guard 120 may be on opposite sides of engine 800 from one another. Recoil housing 950 may be secured to engine 800 with one or more fastening components 966 utilizing engine fastening feature 972. In one non-limiting example, recoil housing 950 may be secured to engine 800 with four fastening components 966. Fastening components 966 may extend through engine fastening feature 972 to secure engine 800 to recoil housing 950. In an illustrative example, both the clutch guard 120 and the recoil housing 950 comprise of a composite including a fiber material in a polymer matrix. The composite material may be the same or different for the clutch guard 120 and the recoil housing 950, and the fiber material may comprise long fibers. As the composite clutch guard 120 and the composite recoil housing 950 each houses an engine mount on opposite sides of the engine 800, the vibration dampening characteristics may be improved over a conventional die cast aluminum or other metal components used to mount an engine to a vehicle chassis.

Engine fastening feature 972 may have a large enough diameter sufficient for fastening component 966 to extend through engine fastening feature 972. Engine fastening feature 972 may have any cross-sectional shape sufficient for fastening component 966 to extend through engine fastening feature 972. Engine fastening feature 972 may have a cross-sectional shape of a square, rectangle, triangle, or polygon. In one non-limiting example, engine fastening feature 972 is substantially tubular-shaped. In some embodiments, one or more engine fastening features 972 may be configured to secure to the upper crankcase and one or more engine fastening features 972 may be configured to secure to the lower crankcase. For example, FIG. 15 illustrates two bolts (or fasteners 966) inserted through the engine fastening features 972 and into the lower crankcase, and two bolts (or fasteners 966) inserted through the engine fastening features 972 and into the upper crankcase. In some embodiments, the one or more engine fastening features 972 may not be threaded or tapped. The engine fastening features 972 may be configured to receive self-tapping fasteners and/or threaded fasteners without pre-tapping the engine fastening features 972, and thus, reduce manufacturing time, cost, and part requirements.

Fastening component 966 may be any type of component used for securing two components together, such as a bolt, screw, pin, rivet, or other fastener. For example, fastening component 966 may be substantially cylindrical. Fastening component 966 may be used in conjunction with a washer, nut, or anchor. In one non-limiting example, fastening component 966 is configured to removably secure the recoil housing 950 to the engine 800 and may comprise a machine screw. In another non-limiting example, fastening component 966 is an M8 fastener. In yet another non-limiting example, fastening component 966 is a bolt. Housing the dampening component 954 in the recoil housing 950 may decrease cost and assembly time due to fewer fastening components 966 being necessary to separately secure the recoil housing 962 and an engine mount to the engine 800. Fewer fastening components 966 leads to a decrease in necessary material on engine 800 for mounting purposes.

FIG. 16 illustrates a perspective view of recoil housing 950 and starting cord 968, positioned near the forward frame of a snowmobile, according to some embodiments. Recoil housing 950 may include dampening feature 408, arm 952, housing portion 962, mounting portion 964, engine fastening feature 972, fastening feature 974, and starting cord pathway 978. Dampening feature 408, engine fastening feature 972, and starting cord pathway 978 may be included in any portion of recoil housing 950. In one example, starting cord pathway 978 is at least partially defined by an inboard side of the arm 952 and may be sufficiently wide enough for starting cord 968 to extend through. In one non-limiting example, starting cord pathway 978 is sufficient to allow starting cord 968 to enter recoil housing 950 through an opening in the housing portion 962 that is aligned with the starting cord pathway 978 in arm 952. Starting cord pathway 978 may serve as a pathway for starting cord 968 between arm 952 and housing portion 962.

Starting cord pathway 978 may have any cross-sectional shape sufficient for starting cord 968 to extend through starting cord pathway 978. Starting cord pathway 978 may have varying diameters in different portions of recoil housing 950. Starting cord pathway 978 may have a cross-sectional shape of a square, rectangle, triangle, or polygon. In one non-limiting example, starting cord pathway 978 is substantially tubular-shaped. Starting cord 968 may be a cord, rope, string, cable, or other device sufficient for an engine starting assembly. In one non-limiting example, starting cord 968 is substantially cylindrical. As shown in FIGS. 21A, 21B, 22A and 22B, the starting cord 968 may enter the starting cord pathway 978 on an inboard side of the arm 952, and exit the starting cord pathway 978 on an outboard side of the arm as the starting cord 968 extends through the opening and into the housing portion 962.

Recoil housing 950 can be secured to engine 800 utilizing one or more of dampening feature 408 and engine fastening feature 972. Recoil housing 950 and engine fastening feature 972 support dampening feature 408, such as a rubber or polymeric insert for example. In one non-limiting example, engine fastening feature 972 supports dampening feature 408. Dampening feature 408 may be in contact with one or more of housing portion 962, engine fastening feature 972, and fastening component 966. The rubber can be 60 durometer, shore A for example. By way of example, the polymeric insert can have a shore A hardness between 40 and 80. Dampening feature 408 may be any material sufficient to decrease vibration. The dampening feature 408 may reduce vibration and provide a mechanism to absorb movement and prevent stress on one or more of engine 800 and recoil housing 950. As an example, one possible orientation of recoil housing 950 in relation to mount 938 and heat exchanger 939 is shown in FIG. 16 . In some embodiments, the dampening feature 408 may limit compression of the engine fastening feature 972 and/or the housing 962. The dampening feature 408 may limit or prevent creep (i.e., slow shifting or deformation due to mechanical stress) of the recoil housing 950.

Housing portion 962 can substantially surround, protect, or enclose engine starting components and engine components such as starting cord 968, starting pulley, catch wheel, recoil cup, fly wheel, and starting tabs. Further, housing portion 962 can be substantially circular or cylindrical. An internal starting component may be secured to housing portion 962 with fastening feature 974. In one non-limiting example, a recoil rope starting mechanism may be secured to housing portion 962 with fastening feature 974. Fastening feature 974 can be in any portion of housing portion 962. In one example, fastening feature 974 is substantially located in the center of housing portion 962. Fastening feature 974 may be tubular-shaped. For example, fastening feature 974 may have a cross-sectional shape of a square, rectangle, triangle, or polygon. In some embodiments, the fastening feature 974 may accept a self-tapping screw or machine screw. Accepting a self-tapping screw can reduce total assembly cost and decrease assembly time.

FIG. 17 illustrates a perspective view of recoil housing 950 and starting cord 968, positioned near the forward frame of a snowmobile, according to some embodiments. Recoil housing 950 may include arm 952, housing portion 962, and mounting portion 964. One or more of arm 952 and mounting portion 964 may be offset to an inboard or outboard side of a snowmobile from housing portion 962. FIG. 17 illustrates an example of mounting portion 964 offset to an outboard side of a snowmobile from housing portion 962. FIG. 17 also illustrates an example of the plane of arm 952 being at a different angle from the plane of housing portion 962. Arm 952 may be angled from housing portion 962 sufficient to offset mounting portion 964 to an inboard or outboard side of a vehicle from housing portion 962 or engine 800. In one example, arm 952 may be straight or angled from the plane of housing portion 962 by 0° to 90°. For example, mounting portion 964 may be offset from housing portion 962 by 1 mm to 200 mm. In another example, mounting portion 964 may be offset from housing portion 962 by 5 mm to 50 mm.

FIG. 18 illustrates a perspective view of recoil housing 950 and starting cord 968, positioned near the forward frame of a snowmobile, according to some embodiments. Recoil housing 950 may include arm 952, housing portion 962, mounting portion 964, and engine fastening feature 972.

FIGS. 19-20 illustrate side-views of recoil housing 950, according to some embodiments. Recoil housing 950 may include dampening feature 408, arm 952, housing portion 962, mounting portion 964, engine fastening feature 972, fastening feature 974, mounting portion feature 976, starting cord pathway 978, first ribs 980, second ribs 981, housing portion feature 982, and airflow component 984. In one non-limiting example, mounting portion feature 976 is a circular cutout. Mounting portion feature 976 can allow for mounting portion 964 to accept dampening component 954. In another example, dampening component 954, mounting portion 964, and mounting portion feature 976 are integrated.

The arm 952 may be provided with one or more reinforcement members to provide structural support to one or more features on the recoil housing 950. In an illustrative example, the recoil housing 950 includes one or more first ribs 980 extending from the starting cord pathway 978 to the mounting portion 964 that houses the dampening component 954. Structural integrity of the arm 952 in the region of the starting cord pathway 978 may be maintained by positioning the starting cord pathway 978 between the first ribs 980 and a fastening feature 972. A lower one of the first ribs 980 abut a portion of the wall that defines the starting cord pathway 978 that extends to the outer perimeter of the housing portion 962 as shown in FIG. 21B. The first ribs 980 may be positioned entirely or substantially entirely along a portion of the arm that extends outboard from the outboard side of the housing portion 962. In addition to, or alternatively, the recoil housing includes one or more second ribs 981 positioned below the first ribs 980 that extend across the entire length of the arm 952 between the housing portion 962 and the mounting portion 964. A first portion of the second ribs 981 may extend rearward of the housing portion 962, and a second portion of the second ribs 981 may extend rearward and outboard from the first portion of the second ribs to the mounting portion 964. Such reinforcement structures provide tailored strength and rigidity across the arm from one or both of the starting cord pathway 978 and the housing portion 962 to the mounting portion 964. In some embodiments, the starting cord pathway 978 may be formed in an injection molding process and does not require additional machining to be formed.

The recoil housing 950 may include one or more housing portion features 982 which may be apertures or cutouts in housing portion 962. In one non-limiting example, housing portion 962 has seven housing portion features 982. In one example, housing portion features 982 may be molded-in. In another example, housing portion features 982 may be post machined. Housing portion feature 982 may decrease the overall weight of recoil housing 950. In another example, housing portion feature 982 increases airflow around engine 800 and improves cooling in a vehicle. Housing portion feature 982 may be substantially contained within housing portion 962. Housing portion feature 982 may extend into one or more of arm 952, mounting portion 964, mounting portion feature 976, first ribs 980, and second ribs 981. The recoil housing 950 may include a fiber reinforced polymer matrix with fiber fill varying in percent volume from 10%-50%, optionally from 40%-60%, and in some embodiments, from 45%-55%. In some embodiments, the fiber structure may be oriented parallel to, or substantially parallel with the first ribs 980 and the second ribs 981.

Airflow component 984 may be a cutout in housing portion 962. In one example, airflow component 984 increases airflow around engine 800 of a vehicle. Airflow component 984 may also decrease the overall weight of recoil housing 950. First ribs 980, second ribs 981, housing portion feature 982, and airflow component 984 may reduce the material required for manufacturing,

FIG. 21A-B illustrate side-views of recoil housing 950, according to some embodiments. Recoil housing 950 may include dampening feature 408, arm 952, housing portion 962, mounting portion 964, engine fastening feature 972, fastening feature 974, mounting portion feature 976, starting cord pathway 978, first ribs 980, second ribs 981, housing portion feature 982, and airflow component 984.

Recoil housing 950 can be manufactured of a single material, such as a polymer, a composite, or of metal. In one example, recoil housing 950 can be manufactured from one or more of a composite and a polymer. In some embodiments, a polymer composite includes Nylon 6/6, Polyetheretherketone (PEEK), Polypropylene (PP), or Polyphthalamide (PPA) matrix material with glass, carbon, or ratio of both carbon and fiber material for fiber fill varying in percent volume from 10%-50%, optionally from 40%-60%, and in some embodiments, from 45%-55%. For example, the recoil housing 950 can be manufactured of a molded composite material, such as a glass filled long-fiber material. In a non-limiting example, the recoil housing 950 may be made by injection molding or additive manufacturing. In some embodiments, the polymer and/or composite material of the recoil housing 950 may have one or more elastic characteristics configured to enhance the vibrational dampening characteristics of the recoil housing 950. The recoil housing 950 may include a non-metallic path from the housing 962 to the dampening component 954. Portions of the recoil housing 950 can have differing thickness to optimize stiffness and weight. For example, the housing portion 962 can be thicker than arm 952 for structural support. In another example, mounting portion 964 may be thicker than arm 952 to account for mounting requirements of dampening component 954. The recoil housing 950 may be a single-piece construction, which reduces assembly time, manufacturing costs, and required materials. The term “single-piece construction” as described herein refers to a single, indivisible component formed from a single mold, cast, injection, extrusion, etc. In other words, a “single-piece construction” is not a combination of two or more distinct components with a weld, fastener, adhesive, or fit, but rather, is a single, integrated construction.

FIG. 22A-B illustrate perspective views of recoil housing 950 and starting cord 968, according to some embodiments. Recoil housing 950 may include dampening feature 408, arm 952, housing portion 962, mounting portion 964, engine fastening feature 972, fastening feature 974, mounting portion feature 976, starting cord pathway 978, first ribs 980, second ribs 981, housing portion feature 982, and airflow component 984.

FIGS. 23A-23D illustrate views of the liner assembly 760, according to some embodiments. The liner assembly 760 includes a frame connection feature 762 (i.e., a flange 762), a curved portion 764 configured to follow the interior curvature of the lip 160 of the clutch guard 120 around the driven clutch 208, and a planar portion positionable on the underside of the lip 160 with one or more attachment features 766 extending therefrom that are configured to engage or affix to one or more mounting features that may be positioned on an outboard end of the lip 160 of the clutch guard 120 (see e.g., FIG. 24 ). The one or more attachment features 766 may be configured to secure the liner assembly 760 to the clutch guard 120 via rivets or other fasteners.

In some embodiments, the liner assembly 760 may be manufactured from aluminum, graphite, steel alloy, or any other high strength, low weight material known in the art. The frame connection feature 762 may extend from underneath the end of the curved portion of the lip 160, and rearward therefrom to be secured or affixed directly to the frame 104 at the frame mount feature 750, and thus, the frame 104 may provide structural support for the liner assembly 760. Accordingly, the liner 760 defines an indirect cantilevered connection between the shield body 124 and the frame 140. Therefore, the shield body 124 is not unnecessarily constricted from moving, except that the cantilevered liner 760 connection to the frame 104 allows the liner 760 to inhibit forward deflection of the curved length of the lip 160 towards the belt or other components of the belt assembly. In other embodiments, the frame connection feature 762 may be secured to a toe stop, outboard, or other structural component secured to the frame 104. The liner assembly 760 may provide an additional safeguard to prevent the shield body 124 and/or other components from deflecting toward the drive clutch 206 and/or the driven clutch 208. In some embodiments, the liner assembly 760 may be configured to absorb and/or distribute an impact load from the clutch guard 120 and to the frame 104. In some embodiments, the liner assembly 760 may provide additional resistance to a belt failure, i.e., the liner assembly 760 may prevent a fast-moving belt from impacting the lip 160.

Optionally, the engine crankcase includes a bulkhead extending between the first and second structural walls substantially parallel to the longitudinal centerline of the vehicle frame, and the engine mount housing is secured to the mounting surface with a second fastener that extends into the bulkhead.

Optionally, the mounting surface 904 is a planar surface on a wall that extends outward from the panel and along the panel from the first structural wall to the bulkhead, wherein the wall at least partially defines an oblong perimeter about a portion of the panel, wherein the portion of panel inside the perimeter is positioned opposite the damper.

Optionally, the first structural wall is positioned forward of the second structural wall along the longitudinal centerline. Optionally, the first fastener is positioned a first distance from the longitudinal centerline, and the second fastener is positioned a second distance from the longitudinal centerline that is different than the first distance.

Optionally, the second fastener is positioned along the longitudinal centerline between the first structural wall and the second structural wall and closer to the second structural wall than the first. This may position the fasteners away from the apex of the curved surface, thereby lowering the damper which is also offset from the apex. The apex may be positioned midway between the first and the second structural walls.

Optionally, the clutch guard may include one or more exhaust attachment features. The shield body portion may include an inboard side, an outboard side, and a lip extending outboard from the outboard side, wherein the outboard side and the lip are shaped to at least partially house a transmission belt when secured to the snow vehicle, wherein the inboard side includes one or more accessory attachment features defined thereon. The clutch guard may further comprise a heat shielding component in contact with the one more exhaust attachment features.

Optionally, the clutch guard may include a dampening component, positioned at least partially within each of the one or more chassis mounting features.

Optionally, the clutch guard may include the shield body portion and the torque control link portion comprised of a polymer matrix composite.

Optionally, the clutch guard may include a bearing, positioned at least partially within the jackshaft aperture.

Optionally, the clutch guard may include one or more compression limiters positioned at least partially within the one or more engine mounting features.

Optionally, the clutch guard may include a metal or metal alloy liner assembly affixed to the shield body portion, wherein the liner assembly includes a curved portion configured to provide structural support to the clutch guard.

Optionally, the clutch guard may include a shield body portion including a lip extending outboard from an outboard side, wherein the lip includes a first planar length extending from a forward end of the shield body portion, and a second curved length extending rearward therefrom. A lower surface of the lip at least partially houses a transmission belt with the outboard side, the liner assembly includes a first planar length secured to the lower surface of the first planar length of the lip, and a second curved length that extends along and conforms to the lower surface of the second curved length of the lip but is not secured thereto. A flange extends outward from an end of the second curved length of the liner assembly under and rearward of a rearward end of the second curved length of the lip, the flange is directly secured to a chassis to inhibit forward deflection of the second curved length of the lip of the shield body portion, and the shield body portion is not directly secured to the chassis.

Optionally, the snowmobile may include an exhaust system in contact with the engine. The snowmobile may further include one or more exhaust attachment features on the shield body for securing at least a portion of the exhaust system to the clutch guard. The shield body and the torque control link section may comprise a polymer matrix composite. The shield body may include an inboard side, an outboard side, and a lip extending outboard from the outboard side, wherein the outboard side and a lower surface of the lip are shaped to at least partially house a transmission belt when secured to the snowmobile, wherein an upper surface of the lip includes one or more accessory attachments defined thereon, wherein the accessory attachment defines a first arm extending outward from an inboard end of the lip and a second arm extending outward from an outboard end of the lip to define an accessory retention feature therebetween.

Optionally, the snowmobile may include a heat shielding component in contact with the one more exhaust attachment features and the exhaust system. One or more compression limiters may be positioned at least partially within the one or more engine mounting features.

Optionally, the snowmobile may include a clutch guard further includes a liner assembly affixed to the shield body, the liner assembly including a frame connection feature configured to secure to the chassis, and a curved portion configured to partially surround the driven clutch.

Optionally, the snowmobile may include a shield body including an outboard side that at least partially houses the belt, and an inboard side, where one or more accessory attachment features are defined on the inboard side of the shield body. The snowmobile may further comprise a fiber reinforced recoil housing secured on a second side of the engine, the fiber reinforced recoil housing secured to the chassis.

Optionally, the snowmobile may include a shield body including a lip extending outboard from an outboard side, wherein the lip includes a first planar length extending from a forward end of the shield body, and a second curved length extending rearward therefrom, wherein a lower surface of the lip at least partially houses the belt with the outboard side, and wherein a metal or metal alloy liner includes a first planar length secured to the lower surface of the first planar length of the lip, and a second curved length that extends along and conforms to the lower surface of the second curved length of the lip but is not secured thereto, wherein a flange extends outward from an end of the second curved length of the liner under and rearward of a rearward end of the second curved length of the lip, wherein the flange is directly secured to the chassis to inhibit forward deflection of the second curved length of the lip of the shield body, and wherein the shield body is not directly secured to the chassis.

It is to be understood that the first fastener may be inserted in a bulkhead instead of the first structural wall. It is to be understood that the wall positioned near the first structural wall has a height that is greater than the height of the wall near the bulkhead.

Other embodiments of the present disclosure are possible. Although the description above contains much specificity, these should not be construed as limiting the scope of the disclosure, but as merely providing illustrations of some of the presently preferred embodiments of this disclosure. It is also contemplated that various combinations or sub-combinations of the specific features and aspects of the embodiments may be made and still fall within the scope of this disclosure. It should be understood that various features and aspects of the disclosed embodiments can be combined with or substituted for one another in order to form various embodiments. Thus, it is intended that the scope of at least some of the present disclosure should not be limited by the particular disclosed embodiments described above.

Thus, the scope of this disclosure should be determined by the appended claims and their legal equivalents. Therefore, it will be appreciated that the scope of the present disclosure fully encompasses other embodiments which may become obvious to those skilled in the art, and that the scope of the present disclosure is accordingly to be limited by nothing other than the appended claims, in which reference to an element in the singular is not intended to mean “one and only one” unless explicitly so stated, but rather “one or more.” All structural, chemical, and functional equivalents to the elements of the above-described preferred embodiment that are known to those of ordinary skill in the art are expressly incorporated herein by reference and are intended to be encompassed by the present claims. Moreover, it is not necessary for a device or method to address each and every problem sought to be solved by the present disclosure, for it to be encompassed by the present claims. Furthermore, no element, component, or method step in the present disclosure is intended to be dedicated to the public regardless of whether the element, component, or method step is explicitly recited in the claims.

The foregoing description of various preferred embodiments of the disclosure have been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure to the precise embodiments, and obviously many modifications and variations are possible in light of the above teaching. The example embodiments, as described above, were chosen and described in order to best explain the principles of the disclosure and its practical application to thereby enable others skilled in the art to best utilize the disclosure in various embodiments and with various modifications as are suited to the particular use contemplated. It is intended that the scope of the disclosure be defined by the claims appended hereto.

Various examples have been described. These and other examples are within the scope of the following claims. 

1. A clutch guard for a CVT in a snow vehicle, comprising: a shield body portion; a torque control link portion, integrated with the shield body portion and including one or more engine mounting features and one or more chassis mounting features; wherein the torque control link portion includes a jackshaft aperture for receiving a jackshaft, and an output shaft clearance component, in proximity to an output shaft, and wherein the torque control link portion secures a distance between the jackshaft and the output shaft.
 2. The clutch guard of claim 1, further comprising one or more exhaust attachment features.
 3. The clutch guard of claim 1, the shield body portion includes an inboard side, an outboard side, and a lip extending outboard from the outboard side, wherein the outboard side and the lip are shaped to at least partially house a transmission belt when secured to the snow vehicle, wherein the inboard side includes one or more accessory attachment features defined thereon.
 4. The clutch guard of claim 1, further comprising a dampening component, positioned at least partially within each of the one or more chassis mounting features.
 5. The clutch guard of claim 1, wherein the shield body portion and the torque control link portion comprise a polymer matrix composite.
 6. The clutch guard of claim 1, further comprising a bearing, positioned at least partially within the jackshaft aperture.
 7. The clutch guard of claim 2, further comprising a heat shielding component in contact with the one more exhaust attachment features.
 8. The clutch guard of claim 1, further comprising one or more compression limiters positioned at least partially within the one or more engine mounting features.
 9. The clutch guard of claim 1, further comprising a metal or metal alloy liner assembly affixed to the shield body portion, wherein the liner assembly includes a curved portion configured to provide structural support to the clutch guard.
 10. The clutch guard of claim 9, wherein the shield body portion includes a lip extending outboard from an outboard side, wherein the lip includes a first planar length extending from a forward end of the shield body portion, and a second curved length extending rearward therefrom, wherein a lower surface of the lip at least partially houses a transmission belt with the outboard side, and wherein the liner assembly includes a first planar length secured to the lower surface of the first planar length of the lip, and a second curved length that extends along and conforms to the lower surface of the second curved length of the lip but is not secured thereto, wherein a flange extends outward from an end of the second curved length of the liner assembly under and rearward of a rearward end of the second curved length of the lip, wherein the flange is directly secured to a chassis to inhibit forward deflection of the second curved length of the lip of the shield body portion, and wherein the shield body portion is not directly secured to the chassis.
 11. A snowmobile comprising: a chassis and a tunnel; an engine and skis coupled to a frame; a drive clutch, a driven clutch, and an endless belt extending therebetween; a clutch guard secured to both the chassis and the engine, the clutch guard including: a shield body; a torque control link section, integrated with the shield body and including one or more engine mounting features and one or more chassis mounting features; wherein the torque control link section includes a jackshaft aperture for receiving a jackshaft, and an output shaft clearance component, in proximity to an output shaft, and wherein the torque control link section secures a distance between the jackshaft and the output shaft and therefore between the drive clutch and the driven clutch.
 12. The snowmobile of claim 11, further comprising an exhaust system in contact with the engine.
 13. The snowmobile of claim 12, further comprising one or more exhaust attachment features on the shield body for securing at least a portion of the exhaust system to the clutch guard.
 14. The snowmobile of claim 12, wherein the shield body and the torque control link section comprise a polymer matrix composite.
 15. The snowmobile of claim 14, the shield body includes an inboard side, an outboard side, and a lip extending outboard from the outboard side, wherein the outboard side and a lower surface of the lip are shaped to at least partially house a transmission belt when secured to the snowmobile, wherein an upper surface of the lip includes one or more accessory attachments defined thereon, wherein the accessory attachment defines a first arm extending outward from an inboard end of the lip and a second arm extending outward from an outboard end of the lip to define an accessory retention feature therebetween.
 16. The snowmobile of claim 13, further comprising a heat shielding component in contact with the one more exhaust attachment features and the exhaust system.
 17. The snowmobile of claim 12, further comprising one or more compression limiters positioned at least partially within the one or more engine mounting features.
 18. The snowmobile of claim 11, wherein the clutch guard further includes a liner assembly affixed to the shield body, the liner assembly including: a frame connection feature configured to secure to the chassis, and a curved portion configured to partially surround the driven clutch.
 19. A snowmobile comprising: an engine including a rotatable output shaft, mounted on a chassis; a continuously variable transmission including a jackshaft and a belt; an engine exhaust pipe; and a fiber reinforced polymer body comprising: a torque control arm that is secured to a first side of the engine and receives the jackshaft to maintain a distance between the rotatable output shaft and the jackshaft; and a shield body that extends from the torque control arm and is positioned apart from the engine and the chassis, wherein the shield body at least partially houses the belt and flexibly supports the engine exhaust pipe.
 20. The snowmobile of claim 19, wherein the shield body includes an outboard side that at least partially houses the belt, and an inboard side, where one or more accessory attachment features are defined on the inboard side of the shield body.
 21. The snowmobile of claim 19, further comprising a fiber reinforced recoil housing secured on a second side of the engine, the fiber reinforced recoil housing secured to the chassis.
 22. The snowmobile of claim 19, wherein the shield body includes a lip extending outboard from an outboard side, wherein the lip includes a first planar length extending from a forward end of the shield body, and a second curved length extending rearward therefrom, wherein a lower surface of the lip at least partially houses the belt with the outboard side, and wherein a metal or metal alloy liner includes a first planar length secured to the lower surface of the first planar length of the lip, and a second curved length that extends along and conforms to the lower surface of the second curved length of the lip but is not secured thereto, wherein a flange extends outward from an end of the second curved length of the liner under and rearward of a rearward end of the second curved length of the lip, wherein the flange is directly secured to the chassis to inhibit forward deflection of the second curved length of the lip of the shield body, and wherein the shield body is not directly secured to the chassis.
 23. A snowmobile comprising: a frame including a longitudinal centerline; an engine including a crankcase mounted to the frame with a crankshaft axis of rotation positioned perpendicular to the longitudinal centerline, the crankcase including a cast lower surface comprising: a first structural wall extending substantially perpendicular to the longitudinal centerline; a second structural wall extending substantially perpendicular to the longitudinal centerline; a panel extending between the first structural wall and the second structural wall, the panel defining a curved surface; a mounting surface extending from the first structural wall and across at least a portion of the panel; and an engine mount connected to the frame comprising a housing and a damper, the housing is secured to the mounting surface with a first fastener that extends into the first structural wall to position the damper opposite the panel, wherein the engine mount is positioned below the engine. 